Car construction



Feb. 3,:1942. s. slMoNsoN CAD CONSTRUCTION Filed March 1B, 1940 5 Sheets-Sheet l u 1 s l m- E \|-\1\\\ nun nu" 0 www n y l x\\, H www. w Q0. @d QQ VVVVVV ma ai -ff/i, L

Fe. 3, 1942. l s. slMoNsoN 2273,59

CAR CONS TRUGTION Filedmarch 18, 1940 5 sheets-sheet 2 61 46 5.3 J 61 6s 743 1S I Yeh 3 i941 s. slMoNsoN CAR CONSTRUCTION Filedmaroh 18, 1940 5 Sheets-Sheet 3 Feb. 3, 1942. s. SlMONSON 2,27L508 I CAR CQNS TRUCT ION Filed March 18, 1940 5 sheets-sheet 4 Feb. 3, i942. s. slMQNsoN j 2,271,508

' CAR CONSTRUCTION l Filed March 18, 1940 5 Sheets-Sheet 5 aiented Feb. 3, y1942 smras PATENT CAR CONSTRUCTION Sigvard Slmonson. Butler, Pa., assiznor to 0. C.

Duryea Corporation, Wilmington, Del., a corporation of Delaware Application March 18, 1940, Serial No. 324.731

3 vclaims together with train slack that is predetermined independently of and is usually shorter than said long travel.

In a form well known in practice. the Duryea underframe comprises a longitudinally movable draft and bung column extending substantially the length of the car body, couplers being mounted at the ends oi" said column and long travel cushioning means being interposed between said column and the body bolsters for resisting draft and bufng shocks transmitted to said column by the couplers. In this type of underframe the draft and buiing column passes slidably through openings in the holsters and the usual center sills of the conventional car. which are connected rigidly to the holsters and form an integral part of the bolster construction. are omitted. Hence in an underframe of the Duryea type. special provisions need to be made in the bolster center brace structure to ensure strength and rigidity of the bolster in carrying the vertical load of the car and its lading and at the same time in supporting the longitudinal forces transmitted to the bolster through the cushioning means referred to above.

To the above ends various bolster constructions have been proposed and used in practice, the design of which is illustrated in principle by the prior patent of Otho C. Duryea, No. 1,938,744, issued December 12, 1933. In this patent the bolster center brace structure, which as in the usual form comprises a separate casting built into the bolster, consists of a strong, rigid beam of substantial vertical thickness or depth which extends transversely oi the car at the top of the bolster, and a. similarly strong, rigid and relatively heavy support or post extending downwardly from the central portion of the beam and carrying at its lower end the usual center plate resting on the car trucks. The draft and buillng column comprises spaced parallel members such as channels which embrace the central post and pass slidably under the laterally extending portions of the beam, the cushioning means being interposed between the channels and the post. In holsters oi' this type the load of the car body and lading carried by the structure at the top i the bolster above the column is transmitted to the trucks through the central support extending downwardly between the channels.

(Cl. 10S- 228) The present invention is directed to novel bolster construction and more particularly to novel center brace structure wherein the central depending load-carrying support or post described above is omitted and wherein the load of the car body and lading is transmitted downwardlyv through the bolster structure on either side of the draft and buiiing column and thence underneath the column to the center of the bolster and to the trucks.

comprise a separate casting built into the bolster by riveting or welding. Generally described, said center brace comprises a strong, rigid horizontal beam structure extending transversely of the car l at the bottom of the bolster and preferably rest-l ing directly on the car trucks, said beam structure having sumcient vertical thicknessor depth to support the car body and its lading and pref erably having also suicient transverse extent '.1

to underlie and support the vdraft and buing column. The vertical bolster structure extending inwardly from the sides of the lcar may be y The foregoing elements of the bolster are suit-` ably united into a strong rigid construction particularly at the sides of the center brace where the load of the vertical bolster structure is transmitted downwardly to the beam. Preferably portions of the center brace extend upwardly adjacent the ends of the beam and are connected to said vertical bolster structure, said portions preferably comprising vertical flange-like plates which extend longitudinally of the car parallel to the inner ends of the vertical bolster structure, thereby providing large cooperating areas for connecting the elements together. 'I'he load of the car body and lading which is carried by said vertical bolster structure is thus transmitted downwardly to the ends of the beam at the bottom of the bolster and through the beam to the car trucks. Preferably the bolster opening is covered and the vertical structure connected at the top of the bolster by a suitable top cover plate extending transversely of the car.

Longitudinal forces due to the cushioning mechanism interposed between the column and holsters are preferably transmitted to the beam structure described above. Since the column is Center brace structure embody-v ing the invention will usually but not necessarilyv arranged above the beam and it is usually desirable to house the cushioning mechanism within the column, this result is conveniently accomplished by a support or abutment extending upwardly from the beam to the plane of the cushioning mechanism. The dimensions of the beam structure longitudinally of the car and in depth provide adequate strength and rigidity to sup.

port such an eccentric load and to provide a base for a support or abutment having substantial dimensions longitudinally of the car to resist any tendency toward bending thereof under heavy draft and buiiing shocks. The location of the support or abutment may be adjusted to suit the cushioning mechanism employed; while usually on the center line of the car. it may be placed inwardly or outwardly with respect to the center line of the bolster construction to provide more room for the cushioning mechanism.

For purposes of illustration, the drawings show center brace structure in the form of a center brace casting embodying the invention described generally above and also, by way of example, a suitable assembly of said casting in a car bolster in association with cushioning mechanism, but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be taken as a denition of the limits of the invention, reference being had to the appended claims for this purpose.

In said drawings.

Fig. 1 is a horizontal sectional view showing a part of the underframe at one end of the car including part of the bolster construction and part of the draft and bufng column and cushioning means;

Fig. 2 is a vertical section on the center line of Fig. l;

Fig. 3 is a vertical section on the line 3--3 of Fig. 2;

' Fig. 4 is a vertical section on the center line of the bolster construction of Figs. l and 2;

Fig. 5 is a composite view of the center brace casting comprising in its upper half a section on the line 5 5 of Fig, 9, in its lower left-hand quarter a plan view, and in its lower right-hand quarter a section on the line 5 5 of Fig. 8; Fig. 6 is a section on the line 6 9 of Fig. 5; Fig. 7 is a detail view of part of the cushioning mechanism;

Fig. 8 is a section on the line 8-8 of Fig. 5; Fig. 9 is an end view of the center brace casting looking from the right as seen in Figs. 5 and 8; Fig. l is a vertical section on the line Iii- I8 of Fig, and

Fig, 11 is a side view of the center brace casting. The center brace casting is shown in detail in Figs. 5, 6, 8, 9, l0 and 11. The dimension of this casting longitudinally of the car, as seen in Figs.

8 and 11, is substantially that of the bolster and its dimension transversely of the car, as seen in Figs. 9, and 11. is sufliclent to extend underneath and support the draft and bfiing column as hereinafter described. The lower portion of the casting over the area included by these dimensions comprises a strong, rigid and relatively heavy beam having substantial vertical extent or depth to support the weight of the car body and its lading on the car trucks. Preferably this end is accomplished by a suitable combination of horizontal walls connected together by a suitable arrangement of vertical walls and vertical stifl'ening webs and ribs. The particular arrangement of these walls as shown in the drawings is one which has been found to give good results in practice, but is illustrated and described herein by way oi' example only, as many y variations therefrom are possible and will readily suggest themselves to those skilled in this art,

In the form shown in the drawings, the central portion of the beam structure is shaped to provide the usual circular center plate I5 and pin opening I6. Surrounding the circumference of the center plate I5 is a vertical wall I1 which extends upwardly to and is connected with a horizontal wall I8 which extends longitudinally of the car (Fig. 8) and laterally of the car (Figs. 5 and 9) substantially to the edges of the casting. Except for core openings I9 (Fig. 5) said horizontal wall I8 accordingly surrounds the circular wall I1 at the circumference of the center plate throughout the entire area of the casting. The floor wall I8 may be additionally strengthened by depending ribs of any suitable number and arfrangements. As here shown these ribs are generally circular in shape, the innermost rib being spaced from the circular wall I1 as shown in Fig. 8 to provide for relative rotation between the casting and the truck. As seen in Figs. 5 and 8,

three depending ribs 20 are provided which are preferably connected at their lower edges by horizontal walls 2I. Further strengthening may be provided by additional depending ribs extending radially of the casting and joined with the ribs 29 and walls I8 and 2I, as shown at 22 in Fig. 5.

The central pin opening I6 of the casting is defined by a circular wall 23 which extends upwardly somewhat above the horizontal floor wall I8 to the level of a second horizontal Wall 2li (Fig. 8) with which it is integrally connected. The horizontal wall 24 extends to the right as seen in Fig. 8 to the vertical wall 25, whereby it is joined with the lower horizontal wall I8. and is substantially rectangular in shape as shown in Figs. 5 and 9. To the left as seen in Fig. 8, the wall 2l is continued by a wall 26 which is orf less width transversely of the casting as shown in Fig. l0 and has a curved upper surface. said wall 26 extending to and joining a vertical end wall 21 which extends upwardly from the horizontal floor wall I8.

This beam structure of the casting is further strengthened by a plurality of ribs extending longitudinally of the car which as here shown are three in number, the two outer ribs 28 forming vertical walls whereby the edges of the horizontal wall 24 are joined with the lower horizontal wall I8. At both ends of the casting these ribs are inclined as shown in Fig. 8, beginning at the ends of the horizontal floor Wall I B and increasing in height until they merge into the vertical end walls 25 and 21. Between the vertical walls 25 and 21, however, these ribs have the constant height of the horizontal wall 24. Intermediate these ribs is a third rib 29 of similar shape and size, said rib being inclined at both ends of the casting corresponding to the inclined portions of the ribs 28 referred to above. Between the end walls 25 and 21 the intermediate rib 29 extends between the upper walls 24 and 26 and the lower wall I8. merging at the center of the casting with the circular wall 23. For access to the pin opening I8, the circular wall 23 may be cut away at the top to provide openings 30 and the horizontal wall 26 may be reduced in width as shown at 3i (Fig. 10)

It will be seen that the vertical ribs 20 and the horizontal walls I8 and 2| form spaced transverse beams adjacent the inner an'd outer sides of the bolster. The ends of these transverse beams, which as shown are curved inwardly toward one another, extend under and support the inner ends of the bolster sections at the sides of the opening through the bolster. Similarly the longitudinal ribs or walls 2s and 29, interlconnected by walls 24, 25, 2l, etc., comprise a preferably project upwardly in the central part of the opening, the center plate I5 being carried by said beam section between the spaced transverse beams, whereby the total height of the bolster structure is kept within desired limits.

'I'he load-transmitting connections between the ends of the beam structure and the vertical bolster structure as explained above are provided in the form of flange-like upwardly extending walls 32 at each end of the beam. As shown these walls extend the entire length of the casting longitudinally of the car and are provided with spaced rows of rivet holes 33. To save weight part of these flanges maybe cut away at 34. These vertical walls or flanges are arranged to t against the inner ends ofthe vertical bolster structure at the sides of the car and the arrangement shown provides large contacting areas for riveting or welding, since the load of the car body and lading is transmitted to the beam structure in large part through these connections.

When desired the casting may as explained above be provided with a vertical support or abutment suitably designed with. relation to the cushioning mechanism to support longitudinal draft and bufiing forces. Said abutment preferably has substantial extent longitudinally of the car and where, as described hereinafter, the

. cushioning mechanism is disposed on the outer side of the bolster, said abutment is preferably arranged on the inner side of the center brace casting. The abutment may have any suitable form and shape designed to cooperate with the elements of the particular cushioning mechanism employed. In the form shown, the support or abutment is disposed above the wall 26 referred to above, beginning approximately at the center of the center brace casting and extending in the center line of the car toward the inner side of the casting. A vertical end wall 35 extends upwardly from the junction of the horizontal walls 24 and 26 to the end of a horlzontal wall 36 disposed above and substantially coextensive in length and width with the horizontal wall 26, said horizontal walls 25 and 38 and vertical wall 35 being connected by a vertical rib 3l disposed vertically above the vertical rib 29 referred to above. Like the horizontal wall 26, the outer end of the wail 36 is of reduced width as shown at 36 (Fig. 5).

Vertical walls 39 extend upwardly from the edges of the horizontal wall 36 and are connected at the top by a horizontal wall 46, said walls 36, 39 and 40 forming a substantially rectangular the abutment. The wall 21 extends upwardly to form the inner end wall of the abutment,` and' theouter end of the abutment comprises a suitable end wall 45, said end walls in the form shown having circular openings 46 surrounding the rectangular opening 4I with their upper and lower edges aligned with the walls 26 and 42, l

said openings 46 permitting the passage through the abutment of other elements of the cushioning mechanism as described hereinafter.

Figs. 1 to 4, inclusive, illustrate by way of example the use of the center brace casting described above in a car bolster and in association with a suitable cushioningv mechanism with I which the support or abutment is adapted to cooperate. Referring to these figures, the center brace casting described above is arranged centrally of the bolster which comprises vertical bolster structure of the usual diaphragm andcover plate type extending inwardly from both sides of the car. Said vertical structure comprises ilanged diaphragms 41 which are interposed between a top cover plate 48 and bottom cover plates 49 and are suitably secured to said cover plates as by riveting. Preferably the top cover plate 48 extends from sideto side of the car over the center brace casting whereas the' bottom cover plates 49 extend inwardlyA only to the edges of the casting to which said cover plates are preferably welded as shown at 56.

The vertical inner ends of these structures are formed by flanged torque arms 5| that extend longitudinally of the car, preferably from the bolster to the end sill (not shown) and define the vertical sides of the U-shaped bolster open-l ing for the draft and buiiing column. The flanged inner ends of the diaphragms 41 abut and are riveted to the torque arms at 52. The upper flanges of the torque arms are turned inwardly and riveted at 53 to the top cover plate 48, while the lower flanges are turned outwardly and riveted at 54 to they bottom cover plates 49.

The bolster structure is completed by the center brace described above which forms the bottom of the bolster opening, the walls 32 thereof engaging the webs of the torque arms 5l with the rows of rivet holes 33 aligned with the rivets 52 whereby the same rivets connect the vertical end flanges of the diaphragms 41, the webs of the torque arms 5I. and the walls 32. Additional' connection between the center brace and the remaining bolster structure is afforded by the welds 60. The lowerrnost rivets 52 may also serve to secure tie angles 55 extending longitudinally of the car.

Any suitable draft and buiing column and cushioning mechanism can be employed. Preferably, however, the draft and bufng column is of the type described in my copending application, Serial No. 310,235, filed December 20, 1939. Said column comprises two rolled Z sections 56 vliaving their upper flangesl turned inwardly and welded together at 5l throughout the length of the column, the lower flanges being turned outwardly and resting slidably on the horizontal floor wall I8 of the center brace. ing mechanism in the form shown comprises a coil spring 58 the inner end of which engages a follower plate 59 resting against the center brace abutment and having arms 60 extending through the circular opening 46 described above. On the upper'portion of said wall 42 being connected' with the horizontal wall 40 by a vertical rib 43. Said wall 42 as shown is provided with openings 44 to reduce weight and provide access within The cushioninner side of the bolster said arms are adapted to be engaged by stops 6I secured to the column 56 on outward movement of said column. A spring link 62 extends through the rectangular opening l 4i described above, said link having a key 83 at its inner end and extending through the spring '58. The outer end (not shown) of the link S2 is arranged in any suitable manner, various arrangements being well known, to hold the outer end of the spring. The follower plate 59 is provided with lugs 64 and the link with shoulders 65 whereby the spring and link can be assembled as a unit with gags 6B (Fig. 7) which drop out after installation. On buff the column 5B and link G2 are moved inwardly compressing the spring 58 against the follower 59 and the center brace abutment. On draft the column and follower move outwardly while the spring is held at its outer end by the link 62 and key 63 engaging the center brace abutment. understood, however, that the cushioning mechanism forms no part per se of the present invention.

From the foregoing description it will be seen that the vertical bolster structure extending inwardly from the sides of the car terminates at the torque arms 5l and the central part ofl the bolster is completed at the bottom by the beam structure of the center brace, forming the two sides and bottom of a U-shaped bolster opening for the draft and buiiing column which is unobstructed between said torque arms and above the center brace. This construction enables the use of a column as described and claimed in my copending application referred to above, although it may also be used with other types of columns such as that comprising spaced columns. The strong. rigid horizontal beam structure at the bottom of the center brace and its connections at the ends of the beam to the vertical bolster structure enable the elimination of the central load-carrying support heretofore characteristic of underframe constructions of this type, the load of the car and lading being carried by the vertical bolster structure at the sides of the center brace and being thereby transmitted to the bottom beam which rests on the car trucks.

While only one embodiment of the invention has been described and illustrated, it will be understood that the invention is not restricted thereto but is capable of a variety of mechanical embodiments many of which will now suggest themselves to those skilled in the art; and it will be apparent that various changes may be made in the form and details of construction of the parts without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a delinition of the limits of the invention.

What is claimed is:

l. A center brace casting for railway car bol sters of the type Vhaving a central opening therethrough, said casting comprising longitudinally spaced transverse beams adjacent the inner and outer sides of the bolster, the ends of said beams being adapted to extend under and support the bolster sections at the sides of said opening, vertical, longitudinall walls connecting said beams adjacent their ends and adapted to project upwardiy within said opening for attachment to the inner ends of said bolster sections, a plurality of vertical longitudinal walls connecting said beams adjacent their central portions and interconnected to form a central longitudinal beam section having its ends supported by said transverse It will be beams, the sides of said beam section and the respectively adjacent vertical attachment walls defining spaced passages extending longitudinally through said casting above said transverse beams and open at the top, and a draft and buing abutment mounted on said longitudinal beam sections and adapted to project upwardly within said opening, the vertical extent of said abutment being less than the height of said opening whereby a free and unobstructed passage through said bolster is provided above said abutment.

2. A center brace casting for railway car bolsters of the type having a central opening therethrough, said casting comprising longitudinally spaced transverse beams adjacent the inner and outer sides of the bolster, the ends of said beams being adapted to' extend under and support the bolster sections at the sides of said opening, Vertical longitudinal walls connecting said beams adjacent their ends and adapted to project upwardly within said opening for attachment to the inner ends of said bolster sections, a plurality of vertical longitudinal walls connecting said beams adjacent their central portions and interconnected to form a central longitudinal beam section having its ends supported by said transverse beams, the sides of said beam section and the respectively adjacent vertical attachment walls dening spaced passages extending longitudinally through said casting above said transverse beams and open at the top, center plate construction carried by and projecting downwardly from said longitudinal beam section between said transverse beams, and a draft and bung abutment mounted on said longitudinal beam section and adapted to project upwardly within said opening, the vertical extent of said abutment being less than the height of said opening whereby a free and unobstructed passage through said bolster is provided above said abutment.

3. A center brace casting for railway car bolsters of the` type having a central opening therethrough, said casting comprising longitudinally spaced transverse beams adjacent the inner and outer sides of the bolster, the ends of said beams being adapted to extend under and support the bolster sections at the sides of said opening, vertical longitudinal walls connecting said beams adjacent their ends and adapted to project upwardly within said opening for attachment to the inner ends oi said bolster sections, a plurality of vertical longitudinal walls connecting .said beams adjacent their central portions and interconnected to form a central longitudinal beam section having its ends supported by said transverse beams. the sides oi said beam section and the respectively adjacent vertical attachment walls dening spaced passages extending longitudinally through said casting above said transverse beams and open at the top, center plate construction carried by and projecting downwardly from said longitudinal beam section between said transverse beams, and a draft and tent of said abutment being less than the height of said opening whereby a free and unobstructed passage through said bolster is provided above said abutment.

SIGVARD SIMONSON. 

